Internal-combustion motor.



G. L. GRIFFITH. INTERNAL GOMBUSTION MOTOR. APPLIUATION Hmm JULY 1s.190s. RBNBWBD H1B. s, 1915.

1,1 31,369, Patented Mar. 9, 1915.

4 SHEETS-SHEET 1V IMM/WI Gaggia L. Griffith.

G. L. GRIFFITH. INTERNAL COMBUSTION MOTOR. APPLICATION FILED JULY 13.1908. RBNBWBD PEB. 3, 1915.

G. L. GRIFFITH.

INTERNAL GOMBUSTION MOTOR. APPLICATION FILED JULY 13. 1908. RBNBWEDFE11S. 1915.

Eentje L. Griffith.

G. L. GRIFFITH. INTERNAL COMBUSTION- MOTOR. APPLIGATION FILED JULY13.1908. RBNBWBD PBB.3,1915.

1,131,369. Patented M1119, 1915.

4 SHEETSWSHEET -l /NVE/vm/ Gemqa L. Griffith.

` l AUNH W/TNESSES GEORGE L. GRIFFITH, OF NEW YORK, N. Y.

INTERNAL-COMBUSTION MOTOR.

intenses. A

Application led July 13,

To all whom it may concern.'

Be it known that l, GEORGE L. GRI'FFITH, a citizen of the United States,residing at New York, in the county of New York and State of New York,have invented certain new and usefull Improvements in Internal-Combustion Motors, of which the following is a specification.

My invention relates to engines or motors and particularly of theinternal combustion tv e. uvsiid, such as air with gas, oil or alcohol.

There are today two general types of 1nternal combustion engines knownas the two cycle and the four cycle types. laeh has .its ownadvantages'. For a given size of cylinder more power can be developedv1n a rtwo cycle operation than in a four cycle: Ihe construction ofthetwo cycle motor 1s also more simple in some respects. llt has beencustomary however, in the two cycle motor to utilize the crank casing asa compression chamber and this introduces other ditiiculties and losses.llt is my desire to prevent such losses and overcome the difiicultiesinherent in the usual two cycle motor and also provide a maximumpropulsion effort for a given weight of motor.

The preferred method of carrying out the invention will be found morefully descrlbed hereinafter and illustrated in the accompanying foursheets of drawings.

The simplest construction which ll have thus far perfected for thepurpose of the invention comprises a cylinder with a compression chamberat one end and anexplosion chamber at the other end and a piston,working in the cylinder. The explosive mixture is drawn into thecompression chamber through a puppet valve by suction. The lowercylinder head is supported inside the piston and the ports in the pistonand cylinder register at the lower end of the stroke to permit thecompressed vcharge to pass to the explosion chamber. Preferably a puppetvalve prevents back flow of the charge. Into the explosion chamber thecompressed mixture rushes and drives out `the products of combustion ofthe previous charge. As the piston rises, the exhaust port is closed andthe charge is again compressed. At the top of the stroke ignition takesplace. One working stroke thus occurs at each revolution of the crankshaft.

-Any number of cylinders may be used.

The invention is in' fact especially adapted Specicaton of LettersPatent.

Any combustible mixture may bcl der Patented Mar. 9, 1915..

1908, Serial No. 443,223. Renewed February 3, 1915. Serial No. 5,973.

.any suitable type which may be regulated and controlled as desired. Soalso any method of lubrication and of carbureting may be employed.

Figure l is a side elevation and partial section of a four cylindermotor embodying the improvements of my invention. Fig. is a verticalsection of a single cylinder taken on a plane at right angles to thesection of Fig. 1, the piston being in about the middle of its stroke.Fig. 3 is a similarl fragmentary section, the piston being at the top ofthe stroke at the time of ignition. Fig. et is a similar fragmentarysection,. the piston being at the bottom ot its stroke at the time ofadmission and exhaust. lfig. 5 is a side view of the lower cylinder headremoved. Fig. 6 is a horizontal section on the plane of the line X XFig. 2, the piston being down and showing the ports through the pistonand cylinder.

'lhe construction shown in Fig. l is a four cylinder motor, thecylinders l, 2, 3 and fl- -being arranged in pairs mounted on the 'endwhich carries the connecting pin l2.

'lhe piston head 13 is thus rcciprocated between the upper cylinder head14 and the lower cylinder head 15. rl`he lower cylinder head l5 issupported by a rod or rods such as 1G and 1T which are carried by lugs18 and 19 which project from the frame.-

'lhe mixture of gas and air is admitted to the chamber 20 beneath thepiston head through the valve 21 and supply pipe 22 when the piston ison the up stroke. 0n the down stroke the mixture is compressed inchamber 20 until the port '23 in the piston wall registers with the portQ4 in the cylinwall. The compressed charge then rushes past the valve-25, through the passage 26 and the port 27 at the top of the cylinderinto the combustion chamber 28. At this instant the piston is down andthe exhaust I g transfer port 23 is a port 29 is open so thattheinrushing charge drives the spent gasesfrom the last explosion ont ofthe chamber 28. On the next up stroke the charge is again compressed inchamber 28. At the proper moment at or near the top of the stroke thecharge is ignited by a suitable device such as igniter 30.

It should be understood that the type of valves such as 21 and 25 isunimportant. The transfer of the compressed mixture through the ports 23and 21 is controlled solely by the piston. So also the exhaust throughport 29 depends only on the piston. The inside and outside of the pistonare both finished and packing provided as at 31 and 32 of a suitabletype so as to afford a good fit without undue friction. Preferably the'short distance below the head 13 and the lower cylinder head is cutaway as at 33 so as to permit a compact arrangement of the parts. By theordinary method of circuit breaker control the spark can be shifted sothat the motor may be run in either direction at will and no reversingtransmission gear is necessary on a multiple cylinder motor.

The size of the lower compression chamber 20 may be varied for instanceby using longer` or shorter rods in place of rods 16 and 17 and thusraising or lowering the lower cylinder head 15 so as to change thecompression and increase or diminish the power developed.

I wish it understood that the drawings are illustrative only and thatthe exact propor tionsand arrangements shown are not essential to thespirit of my invention, the scope of which I have set forth in theclaim.

The effect of the method of compression is that the engine runssmoothlyand there being no cams or exposed valve mechanism the noisy pounding ofthe four cycle engine is dispensed with and greater efficiency than withthe ordinary two cycle type is obtained. For an engine of the same boreand stroke luy invention develops greater power than either an ordinarytwo or four cycle engine.

The construction is simple so that the cost is very low. It isparticularly adapted to motor vehicles such as cars and boats. A fourcylinder motor of my invention equals an eight cylinder motor of thefour cycle type in power and runs more quietly. No mechanically actuatedvalves are necessary and hence what is ordinarily a source of increasingannoyance is eliminated. i

What I claim is:

A two cycle internal combustion engine comprising an engine cylinderclosed at one end, a hollow piston within the cylinder, a fixed head inthe cylinder disposed beneath the head of the piston and cooperatingwith the inside wall of the piston to form a compression chamber insidethe piston, a fuel supply pipe extending up inside the ,cylinder andpiston and connected with the internal cylinder head, a valve carried bythe internal cylinder head and openin into the compression chamber toadmit nel thereinto, the cylinder having a. transfer passage extendingfrom the compression chamber beneath the piston into the upper portionof the cylinder above the piston therein, a valve arranged to preventreverse flow through the transfer passage back to the compressionchamber, and the piston having a port therein arranged to register withthe transfer passage in the cylinder whereby t0 provide communicationbetween the compression chamber and the' transfer passage.

. GEORGE L. GRIFFITH.

'itnesses RICHARD W. Holman, Rolrr. S. ALLYN.

